Duke From Canada, joined Sep 1999, 1151 posts, RR: 2 Posted (10 years 2 weeks 2 days 14 hours ago) and read 5297 times:
Many L1011s have been scrapped. A few years ago, I think that about 80 percent of the 250 aircraft built were current, but now, it seems that only about 130 are potentially operational - all others have been, are being or will be scrapped. Only about 44-50 are in service. Why is this so? Older planes are flying all over the world. Is the model uneconomical?
DL685 From United States of America, joined Oct 2003, 48 posts, RR: 0 Reply 3, posted (10 years 2 weeks 2 days 11 hours ago) and read 4953 times:
Also alot has to do with parts for the aircraft......the ones that are still flying use parts from the scrapped L10's.......Dont forget the L10 has Rolls-Royce engines, and Rolls-Royce quit producing parts for the RB-211 engines quite awhile ago.
Duke From Canada, joined Sep 1999, 1151 posts, RR: 2 Reply 7, posted (10 years 2 weeks 11 hours ago) and read 4604 times:
Glad you liked the L1011, AMS. I photographed Royal Jordanian's JY-AGE at Amsterdam in 1998. I think this plane is now with Air Transat, if I recall well. Didn't King Hussein personally pilot the type, sometimes?
I highly doubt they will produce any new L1011s, since it went out of production 2 decades ago. I think it may be a pity that it went out so early, because it seems to have been developed as a very safe aircraft.
Dutchjet From Netherlands, joined Oct 2000, 7864 posts, RR: 58 Reply 14, posted (10 years 2 weeks 8 hours ago) and read 4223 times:
Aside from the reasons mentioned above, I think when Delta withdrew the last of its L1011s, many of the support service for the type ceased to exist. There was some understanding or agreement make by Lockheed stating that as long a "major" carrier operated the type, support services (and spares, I guess) would be available for the type, thus, I think that DL withdrawing the 1011s accellerated the types worldwide retirement process.
I think that ATA still has a few 1011s, I wonder how long they will keep them? ATA, being a big 757 operator, could logically pick up some 763s to replace the 1011s, and there are many 763s available at the moment on very favorable terms.
Tiger119 From United States of America, joined Sep 2003, 1919 posts, RR: 0 Reply 15, posted (10 years 2 weeks 8 hours ago) and read 4130 times:
ATA still has five L1011s left (both the 100 and 500 models). The main problem they have had over the past few years is parts. A lot of the parts on a 100 can not be used on a 500 model. Rumor has it that ATA is looking at the desert for L1011s for parts (primarily old Delta craft). I could see that happening but I was wondering is who actually owns those craft sitting in the desert?
Flying is the second greatest thrill known to mankind, landing is the first!
Dutchjet From Netherlands, joined Oct 2000, 7864 posts, RR: 58 Reply 17, posted (10 years 2 weeks 7 hours ago) and read 4026 times:
Concordeboy - I guess the poster meant the RB211-22B and -524 variants, and not the RB.211-535 type that powers some 757-200 and 757-300 aircraft, including, as you pointed out, the remaining CO 753s to be delivered. I would assume that spares for the -535 on the 757s will be available for many, many years to come.
NorthStarDC4M From Canada, joined Apr 2000, 2903 posts, RR: 39 Reply 18, posted (10 years 2 weeks 7 hours ago) and read 4029 times:
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Dont forget the L10 has Rolls-Royce engines, and Rolls-Royce quit producing parts for the RB-211 engines quite awhile ago.
gee someone better tell RollsRoyce that... Rb.211s are still being PRODUCED. They power planes today like the 757 (-535 series), 767-300 (only 2 orderers but still available), 747-400, Tu-204 and the USAF is interested in them for re-engining B-52s. Also the RB.211 is a VERY common industrial turbine.
Now RR has stopped producing parts for the -22 series of the RB.211, but im pretty sure any -524 series parts are still available, and of course so are -535 parts.
The Trent also has a few parts that are interchangable with RB.211s (though Air Transat found out the hard way that doesnt mean ALL).
Anyways, its actually the L1011s fuselage structure which has hurt it, unlike the DC-10 its not easy to install a cargo door on the L1011. Marshalls in the UK designed one for the RAF and later fitted them on civilian frames but its much more expensive. And of course the L1011 never could match the Dc-10 on range.
Those who would give up Essential Liberty to purchase a little Temporary Safety, deserve neither Liberty nor Safety.
Positive rate From Australia, joined Sep 2001, 2143 posts, RR: 1 Reply 19, posted (10 years 2 weeks 6 hours ago) and read 3921 times:
If it wasn't for the A330 and the 777 then the tri-jets like the DC-10/L1011 would probably still be flying. These days everyone looks at a DC-10 or an L1011 and says "it's a 3 holer so it's more expensive than a twin". I wonder when these aircraft first entered service in the early 1970's if they were considered economical at the time? Afterall a 3 holer is surely cheaper to operate than a 4 holer like the 747/707.
JeckPDX From United States of America, joined Nov 2003, 255 posts, RR: 1 Reply 22, posted (10 years 2 weeks 2 hours ago) and read 3736 times:
Yes, it is very sad to see so few L10's still flying. The biggest reason seemsto be lack of support from Lockheed in assisting with spoare parts and maintenance. Excellent safety and reliability record however. I will definitely miss this beautiful aircraft.
"Beer is proof that God Loves us and wanted People to be Happy" - Ben Franklin
BWIA 772 From Barbados, joined May 2002, 2200 posts, RR: 2 Reply 23, posted (10 years 2 weeks 2 hours ago) and read 3722 times:
I miss TGN, THA TGJ and N3140D the BWIA L1011 fleet. The 1011 is one of the best aircraft that i have flown. I just like the door how it goes up into the fuselage. I find the manual operated door by Boeing and Airbus archaic and do sincerely hope that the 7e7 takes this feature from the L1011.
By the way can anyone tell me why Boeing and Airbus dont have automatic doors like the L1011.
SM777 From India, joined Nov 2003, 132 posts, RR: 0 Reply 24, posted (10 years 2 weeks 1 hour ago) and read 3675 times:
Unfortunately we will see, very soon, the sad end to a beautiful, fantastic and (almost) legendary aircraft. The L1011 was beset with bad luck from the start - especially due to RR - which resulted in the DC10 beating it in the sales game at least. I still believe the L1011 is one of the best designed and best looking aircraft of the jet age.
However, the L1011 was operated by many of the world's best airlines and gave them many years of safe service, and gave passengers a comfortable ride.
My last Tristar flight was on 4R-ULC, an Air Lanka L1011-1 from CMB to BOM. Previous to this flight I had flown on 4R-ULB (a -500) and 4R-ULE (another -1) from CMB to MAA and CMB to MLE. I have also flown on CX's L1011s as well as BA's L1011-500s several years ago and always enjoyed the flights. I was particularly impressed with the underfloor galley and the very spacious cabin.
Hopefully when the last L-1011 is retired, it will get a nice and well deserved farewell. Though it's not in the Concorde category it does deserve a good sendoff !
25 Thrust: The L-1011 is leaving service rapidly because the aircraft's production ended years ago. The only L-1011s being flown nowadays over 20 years old. They
26 NorthStarDC4M: umm, All L1011 series besides the -1 can easily manage trans-atlantic range. The L1011-200 could even do Chicago-Hawaii or Atlanta-Athens. The -500 (t
27 Sllevin: I'd really argue that the Tristar's fate is a bit of derivation from its success. DC-10 Series 10's (really the comparable bird to the L-1011 longbodi
28 Fiedman: Lets not also forget about the wirering the wirering on most L1011 are what is called capton wiring witch is prone to short out (looks at TWA flight 8
29 Dl685: Thank you Dutchjet for breaking that down........Next time I will break it down to the smallest point for those that look for the smallest error......